silversv6 wrote:Well done Tazzi. Do you sleep?
2:41am here... sooo.. I guess not?
GM Technical Document Discussion
Software On ELM Street - OBD2 Software Development
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by jezzab » Thu Sep 25, 2014 9:11 am
I was about to mention turing off the formatted frames and it should work lol
Daily Ute - 2009 Holden VE SSV Ute Single Turbo (IQ, E3 Cluster, EDI) - 586rwhp
Drag Ute - 2002 Holden VU SS Twin Turbo - 1010rwhp [SOLD]
All VE/VF Module reprogramming. Remote programming with flash box
http://www.facebook.com/jsbperformance
Drag Ute - 2002 Holden VU SS Twin Turbo - 1010rwhp [SOLD]
All VE/VF Module reprogramming. Remote programming with flash box
http://www.facebook.com/jsbperformance
by TazzI » Mon Sep 29, 2014 5:17 am
The new face of Holden-ostics (yeahh.. I know.. lame haha.. still working on a name!)
But, I think this looks pretty sleek
On a more technical side, gauges and textboxs can added/deleted by user at will as well as move the controls around in the engine data tab. Once a new control has been added, a fully automated DPID setup process will begin. All active pids are taken from all active controls (duplicates removed), where each PID is then allocated to a DPID. If many PIDs are used, application will automatically determine whether multiframe messages are required and will create the DPID setup frames.
Upon a successful DPID setup message from the ecu, the used DPIDs will then be requested to be "spammed off" by the ecu, From hear, all we have to do is send tester present frames and get the DPID messages
So that is the very basic break down of that. Although at well over 1400lines of coding, its a tad more complex haha.
But, I think this looks pretty sleek
On a more technical side, gauges and textboxs can added/deleted by user at will as well as move the controls around in the engine data tab. Once a new control has been added, a fully automated DPID setup process will begin. All active pids are taken from all active controls (duplicates removed), where each PID is then allocated to a DPID. If many PIDs are used, application will automatically determine whether multiframe messages are required and will create the DPID setup frames.
Upon a successful DPID setup message from the ecu, the used DPIDs will then be requested to be "spammed off" by the ecu, From hear, all we have to do is send tester present frames and get the DPID messages
So that is the very basic break down of that. Although at well over 1400lines of coding, its a tad more complex haha.
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by TazzI » Mon Sep 29, 2014 4:09 pm
Sooo the next delema. Determining all valid PIDs, and also determine the return sizes of each PID in a DPID frame.
Testing all valid PIDs appears to be nice and easy. Define the PID into a DPID setup frame, if a successful DPID setup is not received then the PID is not valid on that controller.
So thats has sorted that (Well.. Im currently looking through all 0xFFFF PID possibilities from a VZ V6 ECU just for an idea on how many different parameters could be used).
Currently I only have a LS1 and VZ V6 ecu to pay with. So the PIDs that I reverse from the tech2 will be specifically focused on those until I can get my hands on a gen4 VZ ecu, VE ecu's ect.
But... so far so good!
As for determining the return sizes.. this may be a tad harder to determine depending if the way I have interpreted the GM documents is correct
Testing all valid PIDs appears to be nice and easy. Define the PID into a DPID setup frame, if a successful DPID setup is not received then the PID is not valid on that controller.
So thats has sorted that (Well.. Im currently looking through all 0xFFFF PID possibilities from a VZ V6 ECU just for an idea on how many different parameters could be used).
Currently I only have a LS1 and VZ V6 ecu to pay with. So the PIDs that I reverse from the tech2 will be specifically focused on those until I can get my hands on a gen4 VZ ecu, VE ecu's ect.
But... so far so good!
As for determining the return sizes.. this may be a tad harder to determine depending if the way I have interpreted the GM documents is correct
by TazzI » Tue Sep 30, 2014 8:03 pm
Beaten the tech2 again.
Can test every possible valid PID in the tech2. As well as determine the return size of each PID in a DPID frame.
Iv also successfully reversed engineered the first table "Engine Data 1". Well, 99% of it. SOme of the PIDs used dont even get used in the tech2. They probably will in other tables I assume.
Anyways, heres some data:
Can test every possible valid PID in the tech2. As well as determine the return size of each PID in a DPID frame.
Iv also successfully reversed engineered the first table "Engine Data 1". Well, 99% of it. SOme of the PIDs used dont even get used in the tech2. They probably will in other tables I assume.
Anyways, heres some data:
5E8 FE 00 00 6E 00 00 00 00
0000 = Engine Speed where 0004 = 1rpm, 0100 = 64rpm
6E = Desired Engine Idle Speed where 01 = 10rpm, 10=160rpm
00 = Coolant Temperature = -40degC where 01 = -39degc, 10 = -24degC
00 = Intake AirTemperature = -40degC where 10=-24degC
0000 = Mass Air Flow = 0.00g/s where 0001 = 0.01g/s, 0100 = 2.56g/s
5E8 FD FF 00 FF 10 AB 0D 00
FF = Engine Load = 100% where 03 = 1%, 20 = 12%, A0 = 62%
00 = Calculated Pedal Position = 0% where 03 = 1%, 10=6%, 20=13%, A0 = 63%
FF=Barometric Pressure =104Kpa (5.00v) where 0 = 10Kpa(0.00v), 10=16Kpa(0.31v), 20=22kpa(0.63v), 40=33kpa(1.25v), 41=34kpa(1.27v), 42=34kpa(1.29v),43=35kpa(1.31v)
10AB = Volumetric Efficiency = 99% where 0030=1%, 0060=2%,0100=5%, 0200=11%
0D= Desired Throttle Position = 5% where 2=1%, 10=6%, 20=13%, FF=100%
00=NOTHING ALLOCATED
5E8 FC 60 E0 01 05 00 00 00
60=Malfunction Indicator(MI) (turns on at 40) where 20=.. Not sure what this is
E0=Extended Travel Break Pedal ACTIVE at 20.
01 = Loop Status B1S1 OPEN at 00, CLOSED at 10
Loop Status B2S1 OPEN at 00, CLOSED at 08
05=UNSURE
00=UNSURE
00=UNSRUE
00=UNSURE
5E8 FB 00 00 00 0A 00 00 00
00=Vechilce Speed = 0km/h where FF = 255km/h
0000 = Engine Runtime = 00:00:00 h:m:s where 0001 = 00:00:01, 003C = 00:01:00,0100=00:04:16
0A=DTC Set this ignition = DTC SET where 0 no dtc, 1=dtc, 2=no dtc, 3=dtc ect ect
00 = Calculated throttle position = 0% where 2=1%,4=2%,10=6%, FF=100%
00 = UNSURE
00=UNSURE
5E8 FA 00 0C 82 86 00 00 00
00 = Knock Retard Cylinder 6 = 0degCA where 6 = 1, c=2,12=3
0C = Ignition On Signial (On at 08), Fuel Pump Relay On at 01
82= Engine Control Ignition (On at 02), Reduced Engine Power (Active at 10), Brake Lamp Switch (Active at 80)
86=Engine Control Ignition = 13.4V where 01=0.1v,06=0.6v ect
00 = Actual Gear = INVALID, 1=gear1, 6=gear6,7=invalid
00=UNSURE
00=UNSURE
5E8 F9 00 00 00 00 00 00 B8
00 = Knock Retard Cylinder 1 =0degCA where 6=1,c=2,12=3
00 = Knock Retard Cylinder 2 = 0degCA
00= Knock Retard Cylinder 3 = 0degCA
00 = Knock Retard Cylinder 4 = 0degCA
00 = Knock Retard Cylinder 5 = 0degCA
00B8 = B2 Knock Sensor Signal =3.6V where 0003= 0.1v,0008=0.2v,00FF=5v, 0100= 5v
5E8 F8 80 00 00 00 00 B8 B8
80 = Spark Advance = 0degCA where 00=-64degCA, 2=-63,4=-62
00 = Knock Retard = 0degCA where 6=1,c=2,12=3
0000 = Fuel Level = 0L where 0100= 4L,0200=8L,0300=12L,0400=16L
0040 = 1L, 0080=2L ect
00B8= B1 Knock Sensor Signal = 3.6v where 0003=0.1v,0.0008=0.2v,00FF=5v
B8 = UNSURE
5E8 F7 00 80 80 80 00 80 C0
00=EVAP Purge Solenoid = 0% where 03=1,6=2,c=4 ect
80 =B1 LTFT Cruise/Acceleration = 0%, where 0 = -100%
80=B2 Short Term Fuel Trim = 0% where 00 =-100%, 02=-99% ect.
8000=B2LTFT Idle/Dece;eration = 0%, where 0000 = -1534%, 0100=-1522%,0200=1510%
0010= -1533%, 0020=-1532%
80=B2 LTFT Cruise/Acceleration = 0% where 0=-100%
C0=UNSURE
5E8 F6 80 00 00 00 80 00 C0
80= B1 Short Term Fuel Trim = 0% where 00=-100%
00= UNSURE
00=UNSURE
00=UNSURE
8000=B1 LTFT Idle/Deceleration = 0% where 0 = -1534%
C0=UNSURE
by TazzI » Mon Oct 20, 2014 7:28 pm
Figured its time for an update. Everything is finished! VPW and CAN11bit are 100% supported.
The application is built to be smart. It will detect valid PIDs from the known pid list to be used before any engine data can be read. This typically takes only a couple seconds! And is done automatically on initial connection.
On initial startup, it will detect if the ECU is present, detect fault codes, detect freeze frame data and identify all supported PIDs
All other features in the app work great including reading fault codes, monitoring data, setting filters, custom send/receive. And the Seed/Key finder works 100% on VPW and CAN. To my knowledge, itll be the first CAN seed/key finder on the web!
Release of this version is just around the corner!
The application is built to be smart. It will detect valid PIDs from the known pid list to be used before any engine data can be read. This typically takes only a couple seconds! And is done automatically on initial connection.
On initial startup, it will detect if the ECU is present, detect fault codes, detect freeze frame data and identify all supported PIDs
All other features in the app work great including reading fault codes, monitoring data, setting filters, custom send/receive. And the Seed/Key finder works 100% on VPW and CAN. To my knowledge, itll be the first CAN seed/key finder on the web!
Release of this version is just around the corner!
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by TazzI » Fri Jan 09, 2015 6:41 pm
Been some time since I updated here with the software progress! Currently up to V0.0.0.7.
Now with over 150 users
Please see the first page for the download link to the latest version!
Now with over 150 users
Please see the first page for the download link to the latest version!